Automatic brake control for power-propelled vehicles



Aug; 26, 1924. Re. 15,90

\ E. G. STAUDE AUTOMATIC BR AKE CONTROL FOR POWER PROPBLLED VEHICLES Original Filed Nov. 10, 19 5 5 Sheets-Sheet 1 IN VE N TOR EDWIN 6. STA UDE ATTORNEY Aug. 26 1924. Re. 15,906

E. e. STAUDE AUTOMATIC BRAKE CONTRDL FOR POWER PROPBLLED-VEHICLES Original Filed Nov. 10, 1915 5 Sheets-Sheet 5 v 63 sa I 73 66, 49 59 s: a 64 67 v llllllllllllllm o 55 o 60 56 A 54 v 0 a 53 7o /28 FIG 8 28' F IG. 5

FIG. 6

IN VE N TOR EDWIN e. STAUDE ATTORNEYS Aug. 26. 1924. Re, 15,906

E. cs. STAUDE 7 AUTOMATIC BRAKE CONTROL FOR POWER PROPILLID VEHICLES Original Filed Nov. 10 1915 5 Sheets-Sheet 4 Hm mm 1 7s 37 as 78 34 39 so 5/ ,"N VE N TOR EDW/N' G. STA L/DE U MMW A TTOFBNE Y6 Aug. 26, 1924. O R 15,906

E. G. STAUDE AUTOMATIC BRAKE CONTROL FOR POWER PROPELLED VEHICLES Original Filed Nov- 10, 1915 5 Sheets-Sheet 5 EDWIN G. STAUDE Reiaued Aug. 26, I924.

' UNITED STATES EDWIN GUSTAVE STAUDE, 01 moms, MINNESOTA.

AUTOIATIC BRAKE CONTROL FOB POWER-PROPELLE) VEHICLES.

Qrlglnal Io. 1,470,701, dated October 16, 1928, Serial Io. N351, lllecl November 10, 1915. Renewed larch 9!, i990. Serial 80. 967,827. Application for reluue lled June 9, 1924. Serial Ho. 719,019.

To all whom it may concern:

Be it known that I EDWIN GUSTAVE STAUDE, a citizen of the United States, resident of Minneapolis, in the county of Hennepin and State of Minnesota, have invent ed certain new and useful Improvements in Automatic Brake Controls for Power-Propelled Vehicles, of which the following is a specificatiom In the operation of a power-propelled vehicle, such as an automobile, several operations are necessa to throw out the clutch and set the bra e, considerable effort on the part of the driver and a little time 16 being required to perform these operations.

The object of my invention is to provide means for automaticall clutch of a power-prope ed vehicle.

- A further object is to dispense with a so manually operated brake mechanism and prevent the application of the brake until the clutch is released.

A further object is to provide an inelastic fluid brake with 'such connections that it cannot be applied without first closing the engine throttle, and a brake that is easily controlled and equipped to develop any desired power for stopping the vehicle.

A further object is to provide an inelastic fluid brake which is extremely sensitive in action and easily controlled, and being mounted inthe transmission casing uses the oil therein, thereb dispenses with an additional oil receptac e, does not add materially to the bulk of the transmission, and eliminates the annoyance of leakage due to exposed packed joints.

A furtherobject is to provide an a paratus which will be positive and reliab e in its action.

The invention consists generally in various constructions and combinations, all as hereinafter described and particularly pointed out in-the claims. In the accompanying drawings forming part of this specification,

Figure 1 is a sectional view through the casing of a transmission gearing of ordinary construct-ion, illustrating the application of my invention thereto;

Figure 2is a sectional view through the disengaging the brake control mechanism taken on line 0-0 of Figure 1, showing the normal running position of the parts;

Figure 3 is a similar view also taken on line :v-a: of Figure 1, illustrating the parts 1n position for setting the brake and throwin out the clutch;

igure 4 is a plan section, through a portion of the apparatus, taken on line y-y of Figure 3, showing the cont-rolling valve and operating means therefor.

Figure 5 is a view illustrating the application of the invention to the control foot levers of a vehicle; I

Figure 6 illustrates the normal running position of the throttle accelerator lever;

Figure 7 is a perspective view in section of the pumping apparatus;

Figure 8 is a perspective view, also in section, of the eccentric on which the pump gear is mounted;

Figure 9 is a fied construction.

Figure 10 is a vertical sectional view through the same, on line z-z of Figure 9.

In the drawing I have illustrated a preferable construction in which 2 represents the casing of a transmission gearing. 3 is the drive shaft from the clutch of an internal combustion engine (not shown), having bearings at 4 in the transmission casing. 5 is a ar 8 is mounted to slide on a shaft 9 and as internal teeth 10 to mesh with the teeth 6, and the shaft 9 has bearings 7 and 7 the former in the pinion 5. The gear 8 is moved back and forth, into or out of engagement with the pinion '5 b a clutch arm 11. The shaft 9 projects t ugh the casing of the transmission gearing and has means for connection with the rear axle (not/shown). The pinion 5 meshes with a gear 12 keyed on a shaft 13 that is joursectional view of a modi- 'naled in the lower walls of the transmission casing, the face of the pinion 5 being of sufficient width to allow engagement of the teeth' 6 with the teeth 10 of the gear 8 and the gear 12 at the same time. This engagement of the gear teeth 10, with the pinion 5 is made when a directdrive is desired.

A gear 14 is also splin ed on the shaft 9 pinion, having external teeth 6. A

I also provide a gear17 on the shaft 13 in connection with an idle gear 17' for meshi with. the large gear 14 to reverse the driving shaft. This is ordinary construction in a transmission reversing gear and I make no claim to the same herein.

I will. now proceed to describe in detail the. application of my invention to the transmission gearin which may be of any preferred. or usua construction. 18 is a housing, forming an extension atone end of the transmission gearing casing. 19 is a hub, keyed on the shaft 9 and provided with a radial flange 20, from which a series of teeth 21 roject, parallel with the axis of the hub igures 1, 2 and 3). An eccentric 22 is seated on the hub 19 and is carried by a plate: 23 secured to the housing by ins 24 or other suitable means. A gear 25 1s oosely mounted on the eccentric 22 and a crescentshaped web 26 is carried by the plate 23 between the upper portion of the gear 25 and the teeth 21 at the top of'the housing. An exteriorly threaded ring 27 is provided to engage an interiorly threaded flange on the ho and is seated against the plate 23 for he ding it and the parts described in their proper relative osition. When the shaft 9 is revolved,- the ub 19 and flange 20, carrying the teeth 21, will be revolved also, the teeth 21 meshing with the teeth of the loosely mounted gear 25. These arts are constantly lubricated by the supp y of oil in the transmission casing.

As the shaft 9, which constitutes the vehicle transmission or driving shaft, is connected with the rear axle of the vehicle, as stated, it is apparent that this shaft will be revolved whenever the vehicle is moving, and as the pump, in the preferred form of the invention shown in Figures 1 to 8 inclusive, is operated from the shaft 9, it follows that the pump is in operation whenever the vehicle is moving, althopgh the motive power may be inoperative, or the clutch disconnected, or the transmission gearing be in neutral position.-

Beneath the housing 18 is a valve c'asin 28 communicating through a port 29 with the lower portion of the transmission and through a port 30 with a chamber 31.

A port 32 leads from the valve casing to a chamber 33 and the ports 34 form a communicatin passage between the valve casing and t e chamber in the transmission casing to equalize the pressure and provide for freedom of movement of the valve.

A plunger 35 is mounted to slide in the casing and has a stem 36 on which discs 37 Figure 3, the

casing iuoc and 38 are mounted. These discs are spaced apart sufficiently to bridge the port 32 and are so disposed with respect to the head 35 that when the disc 37 is on one side of the port 32 and the disc 38 on the same side, as indicated in Figure 2, the head 35 will be in position to close the ort 30 while, if the head 35 be-moved to the end of thevalve casing, out of register with the port 30, the discs 37 and 38 will be disposed one u on each side of the port 32 and prevent the ow' of fluid through the valve casing from the port 32 to the port 29.

A spring 39 is provided in the casing for holding the valve at one end thereof and the head 35 out of alignment with the port 30. The transmission casing is ad to contain an inelastic fluid, such as oil, which rises to a level above the valve casing 28 and may circulate therein through the port 29. The revolution of the gear teeth 21 cooperating with the gear 25 will operate as a pump to lift the fluid from the chamber 31 around to'the chamber 33, the type of pump bein a well-known construction and to whic I make no claim in this application.

If the valve is in the position shown in passage through the port 29 in the casing 28 from theport 32 will be closed, and as the oil continues to be pumped into the chamber 33, some relief for the pressure must be found and I make use of it in the following manner: p,

A cylinder 40 communicates with the chamber 33 and is provided with a plunger 41 having a stem 42. in position to engage an arm 43 t at is fastened on the shaft 44. A hub 45 is secured on said, shaft and has an arm 46 connected through a rod 47 to a lever 48 of the engine clutch (not shown). A

treadle 49 extends up through the foot board '50 in position to'be operated by the foot of the driver of the car. When the valve is thrown to the position indicated in Figure 3, the passage 29 will be closed and the inelastic flllld accumulating in the chamber 33 will raise the plunger 41 and rock the shaft 44 to release the clutch, doing this automatically when the driver releases the mechanism to shift the valve from the position shown in Figure 2 to that shown in Figure 3. The movement of the valve is preferably effected byvthe following described mechamsm:

A rack. 50' is provided on the'valve stein. meshing with a quadrant 51 on an upright shaft 52 having suitable hearings in the housing of the transmissionand provided at its u per end with a pinion 53 meshing with a rac 54 on one arm of a bell crank ure 4). The other arm of the bell crank has an anti-friction roller 56 mounted to travel on a curved surface 57 provided at one end of a lever 58 that is ivoted at 59 beneath the foot board 50. e surface 57 has a cam extension which, on ging the roller 56, causes the bell crank 5 to oscillate and revolve the shaft 52, thereby efl'ectin movement of the valve stem 36. A trea le 61 is pivotally connected with the lever 58 and projects up through the foot board 50 and a stop lug 62 is provided on said treadle to mg a plate 63 and hold the lever and trea e in the (position indicated in Figure 6 until the tree le is moved to one side on its pivotal connection with the leverisuificiently to disengage the stop lug, whereupon the spring 64 will return the lever and treadle to the normal position indicated in Figure 5. An arm65 has a shoulder 66 in the path of the lever 58 and a rod 67 connects the arm 65 with the throttle. The initial movement of the lever 58 from the ition shown in Fi ure 5 to that shown in Figure 6 will shi the valve stem 36 to the position shown in Figure 2, where the pump device will be inactive. Further movement of the treadle 61 will engage the lever 58 with the shoulder 66 and operate the throttle, the treadle device then having the function of an accelerator, and this use may continue with the further operation of the car until such time as it is desired to effect an automatic operation of the clutch. The driver will then release the treadle 61, allowing it to return.through the power of the spring 64 to the position shown 1n Figure 5, whereupon the s ring 39, be ing released, will throw the va ve to the position illustrated in Figure 3 and the operation ofthe pump will create suflicient pressure of the chamber 33 to raise the plunger 41 and release the clutch.

I may also provide another cylinder 68 communicating with the chamber 33 and having a piston 69 and stem 70 in sition to engage anarm 71 ona hub 72' that IS loosely mounted on the shaft 44 and provided with a treadle 73 corresponding to the treadle 49 and havin a connection 74 with the brake (not shown Simultaneousl therefore,

with the release of the clutch t e plunger 69 will beraised to rock the hub 72 and set the In case there should an extreme pressure created in the chamber 33, I refer to provide a relief consisting preferab y of arranging an extension 28 on the housing 28 having a port 28" communicating with the valve chamber (Figure 4). A valve 29' is provided within said extension and has a seat 29" and a stem 30' fitting a socket 30" in a plug 31' that is tapped into said extension. The inner end of the plug engages a spring 31" that encircles the stem 30 and holds the valve against its seat with a yieldmg pressure, and a port 32' leads from the 3 see within the extension on the opposite side of the valve 29' from the port 28' into the valve chamber. When, therefore, an extreme pressure is produced that is unnecessary for the-.work to be performed, the valve 29' will be opened against the tension of its spring to provide a return passage into the transmission casin and permit the escape of the inelastic fluid t erethrough. The de es of pressure in the pum ing chamber be ore relief can,vof course, he re ulated by movement of the the spring 31". I

In F'gures 9 and 10 I have shown a slightly modified construction, which consists in mounting the pumping device entirely within the walls of the transmission casing and using the gear' and pinion for pumping the oil to create a pressure sufiicient to operate the clutch and brake pistons thatare at present emplo ed for drlving the counter shaft of an o inary selective type of transmission gearing. The transmission casing and the gearing corresponding to that heretofore described, I will indicate by the same reference numerals.

A housing 75 is provided within the transmission casing enclosing a gear wheel 76 mounted on the shaft 13 and meshing with a pinion 77 on the shaft 3, said pinion having a suitable clutch connection for engagement with the gear 10 in the manner already described with reference to Figure 1.

In the lower-part of the transmission casing is a valve casing 78 in which a valve corresponding to the one heretofore described is mounted. The valve casing has a port the I plug 31' an the tension of 79 communicating with the interior of the transmission casin and a port 80 leading through the wall 0 the housing 75 to supply the inelastic fluid to the pumping gears. ..A passage 81 leads from the upper portion of the housing 75 to the valve casing and a pipe 82 communicates with this passage and with the lower portion of the cy inders 40 and 68 for delivering the inelastic fluid thereto for the pur ose of operating the clutch and brake 'p ungers.

When the parts are in the position indicated in Figure 9, the inelastic fluid will be pumped up through the port 80 by the engagement of the teeth of t e gear 76 with the pinion 77 and the outlet from the passage 81 being closed by the position of the valve, it follows that the fluid pressure must be discharged through the pipe 82 into the clutch and brake plunger cylinders. This pressure in the cylinders will raise the plungers and automatically disengage the clutch and set the brake, the adjustment of the valve being obtained through the operation of the control lever in the manner heretofore described with reference to the other construction.

The quadrant 51, meshing with the rack of the valve, is preferably provided with a crank arm 52', and a rod 53' leading upwardly from this arm to a lever 54' pivoted at 55. An anti-friction roller 56 is mounted on one end of this lever and contacts with the surfaces 57 and 60 of the accelerator lever 58 in substantially the same manneii as shown and-described with reference to i The 'relief'f or the ressure of oil in the pumping chamber an the passa'g'eSl is obtained by providing a port 81' in the upper part of the passage (Fi closed by the valve81 aving a stem 82" that .isi'slidabledn a socket in a lug 83 thatjis' ta pedint'o the housing of t e ump gears an" maybe moved longitudina ly to ncrease or decrease the tension of a s ring on the valve disc with a yielding pressure.

Evidently this pressure can be increased or diminished by the adjustment of the plug 7 and an'escape or relief'p'rovided for the inelastic fluid in the passage 81 whenever the where'the'pump device. will be inactive," the ort 30, or the inlet to the chamber 31,

. eing closed by the plunger head 35. The

clutchplunge'r and the brake plunger will therefore remain in the depressed position indicated 1n Figure 2, the pump 1gears will continue to he inactive until-s time as the controlling valve is moved to the position shown in Figure 3, whereupon the pumping gears will become active to raise the inelastic fluid through the chamber 31 and around the chamber 33, and the outlet port 32 from this chamber being closed by the position of the valve, the accumulation of ressure in the chamber 33 will obviously lift the clutch and brake plun rs automatically and disengage the clutc and simultaneously set the brake. a

If desired, I may dispense with the brake cylinder 68 and its piston for, as the ressure increases in the chamber 33, it w1l operate against the teeth of the gears 21 and 25, thereby producing a braking action sufficient to bring the car to a dead stop with-c out the use of the service brake. I claim as my invention:

1. An automatic control for power ropelled vehicles comprising a pump, a uid circulating, system therefor, a controlling valve operable to open the suction side of the pump to supply of fluid and close the exhaust side to render the pump active and create a pressure on the exhaust side of the ump, means actuated by the pressure on t e exhaust side of said pump, and a rod connected with said means and with the controlling mechanism of the vehicle.

2. In combination with a control lever, a clutch rod, a hydraulically operated means re 10), normally sure on said exhaust side of the disengaging the clutch.

rouid erefor, means for opening the suction side of the pump and closing,

the exhaust side for creating a pressure'on the exhaust side, a clutch, and a'p'iston connected'therewith and actuated by theprespump for 4. In combination with a control lever and clutch rod, a casing to contain an inelastic fluid, a pump, a. valve operable from said control lever and disposed to open the suction side of the pum to create a pressure of the fluid on the ex aust aided the pump and mechanism operatively related to the clutch rod and operable from the pressure on the exhaust side of the pump to release the clutch.

5. In combination with a control lever and clutch rod, transmission gearin and a casing to contain an inelastic fluid, a pump operatively connected with said transmission gearing, means effecting a cooperative connection etween the exhaust side of the ump and clutch rod, and a valve operable rom said control lever and disposed to open the suction side and close the exhaust side of the pump to create a ressure of the fluid on the exhaust side of t e pump to operate the clutch rod and release the clutch.

6. An automatic control for power ropelled vehicles comprisin a pumpya uid circulating system there or, means including a valve disposed to o n the suction side and close the exhaust si e of the pum for creating a pressure on the exhaust si e of the pum and means actuated by the pressure ont e exhaust side for controlling the vehicle clutch.

7. An automatic control for power ropelled vehicles comglrising a pump, a uid circulating system t erefor, in communication with the transmission casing of the vehicle, a controllin device mounted to create a pressure on t e exhaust'side of the pump, a clutch rod and brake connection and means actuated by thepressure on said exhaust side for operating said clutch rod and brake connection.

8. In combination with a control lever, a clutch rod and brake connection, a transmission gearing andcasing therefor adapted to contain a supply of inelastic fluid, a pump device having a v um ing chamber and mechanism actuated y t e pressure of the inelastic fluid in said chamber for oper ating said clutch rod andbrake connection go the clutch and set the brake, and a vs control lever and disposed to open the suction side and close the exhaust side to render the pum active to create pressure of the fluid on t e exhaust side, and close the suction side and open the exhaust side to render the pump inactive.

9. In combination with a controlling means, a clutch rod, a transmission gearing and casin therefor adapted to contain a supply of inelastic fluid, a pum device havvehicle brake and clutch.

ing a pumping chamber provi ed with a relief rt and sprin actuated valve therefor, mec anism actua b the pressure of the inelastic fluid in said amber for operating said clutch rod to disc ge the clutch and a device actuated throng the movement of said controlling means for rendering said pump device active or inactive.

10. An automatic control for power ropelled vehicles comprisi a pump, a uid circulat' system there or; means includi a va ve disposed to o n the suction si e and close the exhaust side of the pump to create-a pressure on the exhaust side of the pum and means actuated by the pressure on t e exhaust side for controlling the vehicle brake. I

11. An automatic control for power ropelled vehicles com rising a pump, a uid circulating system t erefor, in communication with the transmission casing of the vehicle, a controlli valve mounted to obstruct the flow of t e fluid in said system and thereby create apressure on'the exhaust side of the pump, a clutch, and a system connected therewith and communicating with said stem and actuated by the ressure on sai?exhaust side of the pump or disengaging the clutch.

12. An automatic brake control for power pro lled vehicles comprising a pump, a ui circulating system, in communication with the transmission casing of the vehicle, a controlling valve mounted to obstruct the flow of the uid in said system, a clutch, and pistons having cylinders communicating with said system and o rativel connected respectively with t e clutc and brake, the obstruction of the flow of fluid in said haust si e of the pump or o pistons to disengage the clutc and set the 13. An automatic control for power ropelled vehicles com rising a pump, a hid circulating system t erefor, in commumca tion with the transmission casing of the vehicle, means for creating apressure on the exhaust side of the pump, and means actuated by said pressure for controlling the 14. An automatic control for wer propelled vehicles comprising a fluid circulatve operatively connected with said stem creating a ressure on the exrating saiding system, means including a valve disposed in the circulating system for openin the suction side and closing the exhaust si e of the s stem for creatin a pressure in said circu ating system .an mechanism actuated through the ressure of the fluid on the exhaust side 0 said pressure creatin means for controlling the clutch of said ve icle.

15. An automatic control for power prolled vehicles comprisi a fluid circulatmg system, in communication with the transmission casing of the vehicle, means for creating a pl'ressure in saidcirculating system, and mec anism actuated through the pressure of the fluid on the exhaust side of said pressure creating means for controlling the clutch and brake of said vehicle.

16. An automatic control for wer propelled vehicles comprising a fluid circulating system, in communication with the transmission casing of the vehicle, means in the s stem for obstructing the flow of fluid and t ereb creating a ressure on the exhaust side 0 the system, w ereby movement of the circulating fluid will be retarded, for the pu specified.

1 An automatic control for power progelled vehicles comprising a pump and a and circulatin system therefor, in communication with t e transmission casing of the vehicle, means invsaid system for obstructing the flow of fluid therein to create a pressure on the exhaust side of the pump, clutch and brakecylinders, and a pipe connecting said cylinders with the exhaust side of the pump between said obstructing means and the exhaust rt of the system.

I. 18. n a control mechanism for motor veh1cles,the combination with the engine throttle, the clutch and the brake of a motor vehicle, of a lever for actuating the throttle, pedals for actuating the clutch and brake, and supplementary mechanism for actuating the clutch and brake controlled through said ever.

19. In a control device for motor vehicles, the combination with' the engine throttle, clutch and brakes of a motor vehicle, of a lever for actuating the throttle, pedals for actuating the clutch and brake, and en plementary mechanism for actuating t e clutch and brake controlled through said lever, the clutch control by its pedal being independent of said mechanism.

20. In a vehicle control mechanism, the combination with the engine throttle, the clutch and the brakes of a motor vehicle, of a control member for each of said devices, and a supplements mechanism for actuating the clutch and rakes from the control device for the throttle.

21. In a vehicle control mechanism, the combination with'the engine throttle, clutch and brakes of a motor vehicle, of a lever for actuating the throttle, pedals for actuating the clutch and brake, a supplemental actuatin device for the clutch and brakes employlng power of the engine, and means .=for contro ling said device from the.throttle lever.

22. In a control'mechanism for motor vehicles, the combination with the engine throttle, the clutch'and brake of a motor vehicle, of a lever for controlling the throttle, a lost motion mechanism for actuating the throttle from said lever affording a movement of the latter beyond its idling position independently of the throttle, and a lost motion mechanism for controlling the clutch and brake unaffected-by normal movement of the throttle lever but operable upon movement thereof beyond its idling position.

23. A combined clutch and brake control for power propelled vehicles comprising a,

edal arm, an accelerator rod actuated thereby, a fluid circulating system, a clutch and brake operating means therein, and a valve operated by said pedal arm at a predetermined point in its stroke, and mounted in said system, for controlling .the movement of said clutch and brake operatin means.

24. A combined clutch and bra e control for power operated vehicles comprising a pedal arm, a fluid circulating system, a clutch and brake operating means therein, a valve for controlling the flow of inelastic fluid through said system, the initial movement of said pedal arm operating said valve to open said circulating s stem to connect clutch and release said rake, continued movement of said pedal arm operating the accelerator independently of said clutch and brake control, the 'return of said pedal arm to its normal position operating said valve to disconnect the clutch and set the brake.

25. A brake control for vehicles comprising a peda arm, an acceleratorrod actuated thereby, a .fluid circulating system, a brake operating means therein, and a valve for controlling the flow of fluid through said system and operated by said arm uring a part of its stroke to release said fluid and actuate said brake operating means.

26. A combined clutch and brakecontrol for power pro elled vehicles, comprising an arm, an acce erator rod actuated thereby during a portion of its stroke, a fluid'circulating system, a clutch and brakeoperating means therein, and means mounted in said system and operated by said arm during a part of its stroke for .controlling the movement of said clutch and brake operating means.

27. A combined clutch and brake control for power propelledvehicles, comprising a foot operated means, an accelerator device actuated thereby during a portion of its stroke, a fluid circulating system, a clutch power propelled I and brake operatin means in said systegii and :means operate by said "foot opera means-during a certain portion of its stroke for controlling the movement of said clutch connectin said clutch, and during its movement in t e opposite direction, 1' (1) re leasing :said clutch and (2) setting said brake.

29. The combination with a motor vehicle transmission and clutch shaft, of a fluid brake for the vehicle including a pump case formed from a wall of the transmission case and provided with a pump chamber communicating with the transmission case, a pump gear carried by the clutch shaft and rotatab e within the pump chamber, a ump gear carried by the countershaft o the transmission and mounted within the pump chamber to cooperate with the said first mentioned pump ear for normally maintaining a flow of ubricant from the transmission case through the ump chamber, the said gears being adapted to have operative connection with the propeller shaft. of the vehicle, and means for checking the flow of lubricant between her and transmission case.

30. A fluid brake for motor-vehicles including a fluid chamber, a pump case having a with the aid chamber, pumpin means within the pump chamber operabe to set up a flow of fluid between the chambers, means for checking such flow, the pump case being formed with a valve chamber opening into the pump chamber,

and provided with a vent passage communicating with the fluidchamber, a valve lug slidable within the valve chamber, yiel able means normally ur ing the valve lug to closed osition, an means for ad ustably tensiomng the said yieldable means, the valve plug being shi ftable to uncover said vent passage forventin the pump chamber at a predetermined fluid pressure therein.

I 31. The combinationwith a motor vehicle transmission and clutch shaft, of a fluid brake including braking fluid pumping means operable y the clutchshaft and normally free with respect to the driving shaft of the transmission but adapted to be cou led with the driving shaft when said she t is coupled with the clutch shaft throu h the transmission, and means for checking the flow o'f fluid pumped by said means.

32. The combination with a. motor vethe pump cham-,

ump chamber communicating hicle transmission, of a fluid brake including coacting braking fluid pumping means carried respectively by the clutch shaft and a shaft of the transmission and efiective through the transmission when actively coupled with the clutch shaft, and means for checking the flow of said fluid.

33. In a fluid brake for motor vehicles the combination of a fluid chamber, a pump case having a pum chamber in communication with the flui chamber, means within the um chamber operable to set up a flow of aid tween the chambers and adapted for connection with a vehicle ropeller shaft, and means for automatica y venting the pum chamber whereby to prevent locking of t e propeller shaft.

34. An automatic control for power proselled vehicles, comprising a pump and a uid circulating system, said pump bein connected to the vehicle transmission sha and driven by the motion of the vehicle when the motive power is inoperative or the clutch or transmission gears are disenfgaged, means in the fluid'circulating system or obstructing the flow of fluid and thereby creating a pressure on the exhaust side ofthe system, whereby movement of the circulating fluidifizgill be retarded; for the purpose 35. A fluid brake" mechanism for motor vehicles, comprising a pump and a fluid circulating system, said pump being connected to the vehicle transmission shaft and driven by the motion of the vehicle when the motive power is inoperative or the clutch or transmission gears are disengalged, a valve controlling the flow of the flui in said circulating system to cause a pressure on the exhaust side of said pump, means for controlling said valve, and means actuated by said pressure for setting the vehicle brakes.

86. A fluid brake mechanism for a motor vehicle, comprising a pump and. a fluid circulating system, said pump being connected to the vehicle transmission shaft and driven by the motion of the vehicle when motor vehicles comprising a pump and a fluid circulating system, said pump being connected to the vehicle transmission shaft, and driven by the motion of the' vehicle when the motive power is inoperative, or the clutch or the transmission gears are disengaged, a valve controlling the flow of the fluid in said circulating system to cause a pressure on the exhaust side of the pump, a

fluid in said circulating system to cause a.

pressure on the exhaust side of said pump, means for controlling said valve, and means actuated by said pressure for controlling the speed of the vehicle.

39. A speed controlling mechanism for motor vehicles, comprising a pump and a.

fluid circulating system, said pump having a pair of gears, one of said gears being mounted on the vehicle transmission shaft, and driven by the motion of the vehicle when the motive power is inoperative, or the clutch or transmission gears are disengaged, a valve controlling the flow of the uid in said circulating system ,to cause a pressure on the exhaust side of said pump, means for controlling said valve, and means actuated by said pressure for controlling the speed .of the vehicle.

40. A speed controlling mechanism for motor yehicles, comprising a pump and a fluid circulating stem in communication w th the transmission casing of the vehicle,

said pump having a pair of gears, one of which is located on the vehicle transmission shaft, and driven by the motion of the vehicle when the motive power is inoperative, or the clutch'or transmission gea'rs are disengagpd, means in said system for obstructlng t eflow of fluid, and thereby creating a pressure on the exhaust side of the system, whereby movement of the-circulating fluid will be retarded, for the purpose of controlling the speed of the vehicle.

41. An automatic control for power propelled vehiclescomprising a fluid circulating system, in communication with the transmission casing of the vehicle, means for creatmg a pressure in said circulating system, and mechanism actuated through the pressure of the fluid on the exhaust side of said pressure creating means for controlling the brake of said vehicle.

42. An automatic control for power propelled vehicles, comprising a pum and a fluid circulating system therefor, said pump being connected to the vehicle transmission shaft, and driven bythe motion of the vehicle when the motive power is inoperative or the clutch'or the transmission gears are disengaged, means including a valve disposed to close the exhaust side of the pump to create a pressure on said exhaust side of the transmission casing of the vehicle, means the pum and means actuated by the presfor closing the exhaust side of the pump for sure on exhaust side for controlling the -'creating a pressure on said exhaust side, and 10 Vehicle brake. I a piston connected therewith'and actuated 5 48. An automatic control for power by the pressure on said exhaust side of the pelled vehicles, comprising a pump, a uid pump for setting the vehicle brake.

circulating system m communication with EDWIN GUSTAVE STAUDE. 

